EP0122891B1 - Improvements in motor vehicle suspensions - Google Patents

Improvements in motor vehicle suspensions Download PDF

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Publication number
EP0122891B1
EP0122891B1 EP84830106A EP84830106A EP0122891B1 EP 0122891 B1 EP0122891 B1 EP 0122891B1 EP 84830106 A EP84830106 A EP 84830106A EP 84830106 A EP84830106 A EP 84830106A EP 0122891 B1 EP0122891 B1 EP 0122891B1
Authority
EP
European Patent Office
Prior art keywords
transverse bar
sleeve
elastomeric material
longitudinal
longitudinal arm
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP84830106A
Other languages
German (de)
French (fr)
Other versions
EP0122891A1 (en
Inventor
Pierluigi May
Corrado Egidi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Teksid SpA
Fiat Auto SpA
Original Assignee
Teksid SpA
Fiat Auto SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Teksid SpA, Fiat Auto SpA filed Critical Teksid SpA
Publication of EP0122891A1 publication Critical patent/EP0122891A1/en
Application granted granted Critical
Publication of EP0122891B1 publication Critical patent/EP0122891B1/en
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor

Definitions

  • the present invention relates to a suspension system for motor vehicles, of the type specified in the preamble of claim 1.
  • a suspension system of this type is known from FR-A-2 481 198.
  • the twisting movement aboutthe axis of the transverse bar caused by such different oscillations are discharged entirely, or at least substantially, by the sleeves of elastomeric material.
  • the transverse bar is rigidly fixed to the two longitudinal arms, since in this latter case the transverse bar must be constituted by an element with an open cross- section in order to provide the requested deformability in torsion.
  • the manufacture of the transverse bar as well as the fixing of the ends of the transverse bar (usually by welding) to the longitudinal arms are relatively complicated and expensive.
  • the known system illustrated in FR-A-2 481 198 has the drawback that the transverse bar may tilt relative to each longitudinal arm about an axis perpendiculartothe axis of the transverse bar, due to the deformability of the sleeve of elastomeric material.
  • the object of the present invention is to provide a suspension system of the type specified at the beginning of this description, which is simple and cheap to construct and assemble, and is highly reliable.
  • the invention provides a suspension system having the features indicated in the characterizing portion of the appended claim 1.
  • FIG. 1 illustrates, by way of example, a rear suspension 1 for a front-wheel drive motor vehicle.
  • the suspension 1 includes a transverse bar 2 constituted by a circular-section tube 2 of steel or light alloy (preferably made by extrusion), the ends 3 of which are connected (in a manner which will be described in detail below) to the central parts of two longitudinal arms 4 each of which has one end 5 articulated about an axis 6 to the body of the motor vehicle (not illustrated) and its opposite end 7 carrying the mounting for a respective rear wheel 8 of the motor vehicle.
  • a transverse bar 2 constituted by a circular-section tube 2 of steel or light alloy (preferably made by extrusion), the ends 3 of which are connected (in a manner which will be described in detail below) to the central parts of two longitudinal arms 4 each of which has one end 5 articulated about an axis 6 to the body of the motor vehicle (not illustrated) and its opposite end 7 carrying the mounting for a respective rear wheel 8 of the motor vehicle.
  • Each longitudinal arm 4 has means for the attachment of a suspension spring 9 and the respective shock-absorber.
  • Figure 2 illustrates, in section, one end 3 of the tube constituting the transverse bar 2 mounted within a seat 10 in the corresponding longitudinal arm 4 with the interposition of a rubber sleeve 11, of known type, having a tubular metal insert 11a (the metal insert 11a is necessary in case the twisting moments which the sleeve 11 must transmit are high).
  • the inner surface of the sleeve 11 adheres to the transverse bar 2 and its outer surface adheres to the surface of the seat 10. In the example illustrated, this is achieved simply by force-fitting the sleeve 11.
  • the sleeve is interposed axially between two annular supports 12 which, in use, prevent oscillations of the longitudinal arm 4 relative to the transverse bar 2 about an axis perpendicular to the axis of the bar, and which are constituted by two rolling bearings of sealed type (to prevent grease from the bearings damaging the rubber of the sleeve 11).
  • the rolling bearings 12 it is also possible to use plain bearings constituted by a material with a low coefficient of friction, for example, a plastics material, or metal rings provided internally with a wear-resistant material.
  • the seat 10 in the longitudinal arm 4 housing the transverse bar 2 is constituted by a blind hole formed in this arm.
  • it could also be constituted by a through hole closed at one end by a coverfixed to the longitudinal arm 4 by screws.
  • the sleeve 11 of elastomeric material and the two annular supports 12 adjacent the ends thereof are locked between a shoulder 2a of the bar (which may also be constituted by ring welded to the bar) and a resilient ring 13 mounted on the end of the bar.
  • the outer rings of the rolling bearings 12 bear respectively against an annular cover 17 fixed by screws 18 to the longitudinal arm 4 and a spacing ring 14fitted fully into the seat 10.
  • the cover 17 has an annular sealing washer 19 surrounding the bar 2.
  • the two longitudinal arms 4 may be connected together by means of a tie rod 20.
  • Each end of the tie rod 20 has a flanged element 24 fixed by screws 25 (for example, three screws at 120°) to the end wall of the seat 10 in the arm 4.
  • screws 25 for example, three screws at 120°
  • the tie rod 20 has a grooved end portion 26 fitted for axial sliding movement in an internally-grooved ring 27 which is inserted in a hole 28 in the arm 4 and is provided with a flange 29 secured by bolts 30 to the arm 4.
  • the tie rod 20 has a screw-threaded tang 31 on which an adjustment nut 32 is engaged.
  • the sleeve 11 of elastomeric material may be provided at only one end of the transverse bar 2 or at both ends.
  • twisting moments about the axis of the transverse bar 2 caused by oscillations of the longitudinal arms 4 about their axes of articulation 6 are discharged entirely, or at least substantially, by the single sleeve of elastomeric material.
  • these twisting moments are discharged by both the sleeves, being divided between them.
  • the transverse bar may be formed of steel or light alloy. In the latter case, it is preferably made by extrusion.
  • the transverse bar Since the twisting moments exerted on the suspension are discharged by each sleeve of elastomeric material, the transverse bar has only to resist the bending forces and may thus be formed from a tubular element, to the advantage of simplicity and economy.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Description

  • The present invention relates to a suspension system for motor vehicles, of the type specified in the preamble of claim 1.
  • A suspension system of this type is known from FR-A-2 481 198. With such known system, when the two longitudinal arms have different oscillations relative to the motor vehicle body, which happens for example when the vehicle moves along a curve, the twisting movement aboutthe axis of the transverse bar caused by such different oscillations are discharged entirely, or at least substantially, by the sleeves of elastomeric material. This is advantageous with respect to the conventional solution in which the transverse bar is rigidly fixed to the two longitudinal arms, since in this latter case the transverse bar must be constituted by an element with an open cross- section in order to provide the requested deformability in torsion. Thus, in the conventional solution, the manufacture of the transverse bar as well as the fixing of the ends of the transverse bar (usually by welding) to the longitudinal arms are relatively complicated and expensive. In spite of the above-mentioned advantage over the conventional art, the known system illustrated in FR-A-2 481 198 has the drawback that the transverse bar may tilt relative to each longitudinal arm about an axis perpendiculartothe axis of the transverse bar, due to the deformability of the sleeve of elastomeric material.
  • It is also known from FR-A-2 016 544 a suspension having two longitudinal arms connected by a transverse bar which is rigidly fixed to the longitudinal arms and is torsionally deformable, the transverse bar being located within a tubular casing having each of its ends rotatably supported by the respective longitudinal arm by means of two spaced apart rolling bearings. There is no teaching nor suggestion in this document of providing at least one sleeve of elastomeric material interposed between one end of the transverse bar and the respective longitudinal arm in order to avoid torsional deformation of the transverse bar.
  • The object of the present invention is to provide a suspension system of the type specified at the beginning of this description, which is simple and cheap to construct and assemble, and is highly reliable.
  • In order to achieve this object, the invention provides a suspension system having the features indicated in the characterizing portion of the appended claim 1.
  • Further characteristics and advantages of the present invention will emerge from the description which follows with reference to the appended drawings, provided purely by way of non-limiting example, in which:
    • Figure 1 is a schematic plan view of a suspension system according to the invention,
    • Figure 2 illustrates a detail of the suspension system of Figure 1 in section and on an enlarged scale, and
    • Figure 3 illustrates a variant of Figure 2.
  • The drawings illustrate, by way of example, a rear suspension 1 for a front-wheel drive motor vehicle.
  • The suspension 1 includes a transverse bar 2 constituted by a circular-section tube 2 of steel or light alloy (preferably made by extrusion), the ends 3 of which are connected (in a manner which will be described in detail below) to the central parts of two longitudinal arms 4 each of which has one end 5 articulated about an axis 6 to the body of the motor vehicle (not illustrated) and its opposite end 7 carrying the mounting for a respective rear wheel 8 of the motor vehicle.
  • Each longitudinal arm 4 has means for the attachment of a suspension spring 9 and the respective shock-absorber.
  • Figure 2 illustrates, in section, one end 3 of the tube constituting the transverse bar 2 mounted within a seat 10 in the corresponding longitudinal arm 4 with the interposition of a rubber sleeve 11, of known type, having a tubular metal insert 11a (the metal insert 11a is necessary in case the twisting moments which the sleeve 11 must transmit are high). The inner surface of the sleeve 11 adheres to the transverse bar 2 and its outer surface adheres to the surface of the seat 10. In the example illustrated, this is achieved simply by force-fitting the sleeve 11. The sleeve is interposed axially between two annular supports 12 which, in use, prevent oscillations of the longitudinal arm 4 relative to the transverse bar 2 about an axis perpendicular to the axis of the bar, and which are constituted by two rolling bearings of sealed type (to prevent grease from the bearings damaging the rubber of the sleeve 11). Instead of the rolling bearings 12, it is also possible to use plain bearings constituted by a material with a low coefficient of friction, for example, a plastics material, or metal rings provided internally with a wear-resistant material.
  • In the example illustrated the seat 10 in the longitudinal arm 4 housing the transverse bar 2 is constituted by a blind hole formed in this arm. However, it could also be constituted by a through hole closed at one end by a coverfixed to the longitudinal arm 4 by screws.
  • The sleeve 11 of elastomeric material and the two annular supports 12 adjacent the ends thereof are locked between a shoulder 2a of the bar (which may also be constituted by ring welded to the bar) and a resilient ring 13 mounted on the end of the bar. The outer rings of the rolling bearings 12 bear respectively against an annular cover 17 fixed by screws 18 to the longitudinal arm 4 and a spacing ring 14fitted fully into the seat 10. The cover 17 has an annular sealing washer 19 surrounding the bar 2.
  • The two longitudinal arms 4 may be connected together by means of a tie rod 20. Each end of the tie rod 20 has a flanged element 24 fixed by screws 25 (for example, three screws at 120°) to the end wall of the seat 10 in the arm 4. Thus, the twisting moments induced by oscillations of the longitudinal arms are also discharged by the tie rod 20.
  • In the variant of Figure 3, the tie rod 20 has a grooved end portion 26 fitted for axial sliding movement in an internally-grooved ring 27 which is inserted in a hole 28 in the arm 4 and is provided with a flange 29 secured by bolts 30 to the arm 4. The tie rod 20 has a screw-threaded tang 31 on which an adjustment nut 32 is engaged.
  • The sleeve 11 of elastomeric material may be provided at only one end of the transverse bar 2 or at both ends.
  • In the first case, the twisting moments about the axis of the transverse bar 2 caused by oscillations of the longitudinal arms 4 about their axes of articulation 6 are discharged entirely, or at least substantially, by the single sleeve of elastomeric material. In the second case, these twisting moments are discharged by both the sleeves, being divided between them.
  • The transverse bar may be formed of steel or light alloy. In the latter case, it is preferably made by extrusion.
  • The structure described above has particular advantages of simplicity and economy of manufacture and facility and quickness of assembly.
  • Since the twisting moments exerted on the suspension are discharged by each sleeve of elastomeric material, the transverse bar has only to resist the bending forces and may thus be formed from a tubular element, to the advantage of simplicity and economy.

Claims (2)

1. Motor vehicle suspension system comprising a transverse bar (2) connected at its ends to the central parts of two longitudinal arms (4) each of which is connected at one end to the motor vehicle body and at its opposite end (7) carries a mounting for a respective wheel (8), at least one end (3) of the transverse bar (2) being located within a respective seat (10) in the corresponding longitudinal arm (4) with the interposition of a sleeve (11) of elastomeric material, the internal surface of the sleeve adhering to the transverse bar (2) and the external surface adhering to the surface of the seat (10) in the longitudinal arm, whereby, in use, the transverse bar (2) is subject substantially solely to bending, characterized in that adjacent the ends of the or each sleeve (11) of elastomeric material two rolling bearings (12) are provided, which are interposed between the transverse bar (2) and the respective seat (10) in the longitudinal arm (4) and prevent oscillations of the transverse bar (2) about an axis perpendicular to the axis of the bar, and in that each sleeve (11) of elastomeric material includes a tubular metal insert extending axially throughout the whole length of the sleeve, the ends of the sleeve being in direct contact with said bearings (12).
2. Suspension system according to Claim 1, characterised in that the two longitudinal arms (4) are connected together by means of a tie rod (20) located coaxially within the transverse bar (2), said tie rod (20) having at least one grooved end portion (26) fitted within an internally-grooved ring (27) which is fixed to the respective longitudinal arm, said end portion (26) having a screw-threaded tang (31) on which an adjustment nut (32) is engaged.
EP84830106A 1983-04-18 1984-04-09 Improvements in motor vehicle suspensions Expired EP0122891B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT67421/83A IT1160120B (en) 1983-04-18 1983-04-18 IMPROVEMENTS FOR MOTOR VEHICLE SUSPENSION SYSTEMS
IT6742183 1983-04-18

Publications (2)

Publication Number Publication Date
EP0122891A1 EP0122891A1 (en) 1984-10-24
EP0122891B1 true EP0122891B1 (en) 1987-09-09

Family

ID=11302239

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84830106A Expired EP0122891B1 (en) 1983-04-18 1984-04-09 Improvements in motor vehicle suspensions

Country Status (4)

Country Link
EP (1) EP0122891B1 (en)
DE (1) DE3465937D1 (en)
ES (1) ES8506517A1 (en)
IT (1) IT1160120B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITSA20080029A1 (en) * 2008-09-18 2008-12-18 Francesco Romanelli TORSION BAR SHOCK ABSORBER

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2685041B1 (en) * 1991-12-13 1994-03-18 Hutchinson TORSION BAR BEARING WITH TIGHTENING COLLARS.
DE4416725B4 (en) * 1994-05-13 2006-02-16 Adam Opel Ag Road vehicle rear axle - has tubular cross brace with both ends having non=torsional cross=section and that of centre being torsionally weak, with double walled profile arm
US6086162A (en) * 1998-12-14 2000-07-11 General Motors Corporation Motor vehicle rear axle and method
FR2805776B1 (en) * 2000-03-02 2003-06-27 Michelin & Cie FLEXIBLE AXLE FOR A MOTOR VEHICLE WITH IMPROVED ANTI-ROLL DEVICE
FR2840561B1 (en) * 2002-06-10 2005-01-14 Auto Chassis Int DOUBLE ARM VEHICLE FLEXIBLE REAR AXLE AND TORSION DEFORMABLE BONDING ELEMENT
JP4389774B2 (en) * 2004-12-21 2009-12-24 トヨタ自動車株式会社 Axle suspension
FR2909592B1 (en) * 2006-12-11 2009-01-23 Renault Sas SOFT AXLE WITH RIGID NON-DEFORMABLE CROSSBAR.
FR2954921B1 (en) 2010-01-05 2012-06-01 Renault Sa TORSION TUBULAR BAR AND ITS APPLICATION TO A CROSSROAD FOR THE AXLE OF A MOTOR VEHICLE
DE102010037180C5 (en) * 2010-08-26 2020-01-16 Ovalo Gmbh Adjustment device with an actuator and a spring device
SE536631C2 (en) * 2012-06-27 2014-04-15 BAE Systems Hägglunds Aktiebolag Suspension system for track vehicles
DE102015009024B4 (en) * 2015-07-11 2017-03-09 Audi Ag Wheel suspension component for a motor vehicle

Family Cites Families (12)

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Publication number Priority date Publication date Assignee Title
FR853743A (en) * 1940-03-27
BE402119A (en) * 1932-10-14
US2270572A (en) * 1938-11-02 1942-01-20 Chrysler Corp Wheel suspension for motor vehicles
US2231285A (en) * 1940-04-09 1941-02-11 Gen Motors Corp Sway bar
DE928449C (en) * 1953-06-21 1955-06-02 Volkswagenwerk G M B H Torsion bar axle for motor vehicles
GB1136576A (en) * 1966-01-04 1968-12-11 Applic Gomma Anti Vibranti S A Improvements in or relating to vehicle suspensions
FR1539129A (en) * 1967-08-01 1968-09-13 Citroen Sa Andre Improvements to automotive vehicle suspensions
ES357884A1 (en) * 1968-08-29 1970-03-01 Sevilla Enciso Improvements in the means of suspension of vehicles. (Machine-translation by Google Translate, not legally binding)
DE2103399C2 (en) * 1971-01-26 1982-07-15 Audi Nsu Auto Union Ag, 7107 Neckarsulm Wheel suspension for non-driven rear wheels of motor vehicles
DE2361009C2 (en) * 1971-01-26 1983-03-31 Audi Nsu Auto Union Ag, 7107 Neckarsulm Wheel suspension for non-driven rear wheels of motor vehicles
DE2817712A1 (en) * 1978-04-22 1979-10-31 Daimler Benz Ag ROLL STABILIZATION FOR MOTOR VEHICLES, IN PARTICULAR PERSONAL CARS
DE3016248C2 (en) * 1980-04-26 1986-10-23 Adam Opel AG, 6090 Rüsselsheim Rear axles for vehicles, in particular for motor vehicles

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITSA20080029A1 (en) * 2008-09-18 2008-12-18 Francesco Romanelli TORSION BAR SHOCK ABSORBER

Also Published As

Publication number Publication date
ES531577A0 (en) 1985-08-16
IT8367421A0 (en) 1983-04-18
IT1160120B (en) 1987-03-04
DE3465937D1 (en) 1987-10-15
ES8506517A1 (en) 1985-08-16
EP0122891A1 (en) 1984-10-24

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